US9018894B2 - Vehicular power supply system - Google Patents

Vehicular power supply system Download PDF

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US9018894B2
US9018894B2 US13/181,942 US201113181942A US9018894B2 US 9018894 B2 US9018894 B2 US 9018894B2 US 201113181942 A US201113181942 A US 201113181942A US 9018894 B2 US9018894 B2 US 9018894B2
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lithium
ion battery
battery
converter
relay
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US20120268058A1 (en
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Keiichi Enoki
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Mitsubishi Electric Corp
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Mitsubishi Electric Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/033—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for characterised by the use of electrical cells or batteries
    • B60L11/1862—
    • B60L11/1868—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/15—Preventing overcharging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • H02J7/0054—
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/342—The other DC source being a battery actively interacting with the first one, i.e. battery to battery charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/12—Buck converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/429—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/527—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/549—Current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicular power supply system equipped with a two-battery power supply system including a lithium-ion battery and a lead battery.
  • a two-battery power supply system that includes a lithium-ion battery and a capacitor having better charge acceptability than a lead battery, stores as electric energy regenerated energy obtained during deceleration, and makes use of the stored energy in operation states other than the deceleration.
  • a generator capable of controlling a field current to the rotor from an ECU (engine control unit) so as to control generation output is generally used, which takes control of the generation output depending on operation states, such as increasing the output during deceleration.
  • the lithium-ion battery has high energy density and excels in the charge acceptability
  • the battery can only be safely used in a limited voltage and temperature range, and in addition, it is weak in overcharge, overdischarge and also use at low and high temperatures. It is widely known that the battery would be in danger of leading to deterioration or catching fire if it is used outside a usable temperature range or repeatedly overcharged and overdischarged.
  • a vehicular power supply system is disclosed in Patent Document 1, for example, in which the generator and the sub power-supply thereof are connected with each other, regenerated power during deceleration is stored in the sub power-supply, and the stored power is supplied to its main power-supply and electrical load by way of a DC-DC convertor and a switch.
  • Patent Document 2 Another power supply system is disclosed in Patent Document 2, which includes a relay for disconnecting the sub power-supply from the power supply system, and when a lithium-ion battery that is the sub power-supply is overcharged or overdischarged, the relay is switched off to disconnect the lithium-ion battery, and power generated by the generator is supplied to its lead battery and electrical load by way of the DC-DC convertor.
  • Patent Document 1 Japanese Patent No. 3972906
  • Patent Document 2 Japanese Patent No. 4100020
  • the lithium-ion battery is charged and discharged in Patent Documents 1 and 2 even when the temperature of the battery is outside the usable temperature range, raising a fear of accelerating deterioration of the lithium-ion battery.
  • the generator is usually connected to the lithium-ion battery in Patent Document 2, at the very beginning of starting generation, power is supplied from the lithium-ion battery, that is, a source outside the generator, to produce a field current and start generation, and once the generation is started, the power supply is switched over to internal power generated by the generator itself, so as to produce the field current and generate power.
  • the generator cannot produce the field current necessary for starting the generation, raising a fear of failing to generate power.
  • Patent Document 2 there has been another fear that when the lithium-ion battery is disconnected from the power supply system, the relay repeats switching on and off while a current is flowing therethrough, so that contacts thereof would be welded together, accelerating deterioration of the relay.
  • Patent Documents 1 and 2 if the output voltage of the DC-DC converter is set to a voltage capable of charging the lead battery at all times, that is, 14.5 V, there has been another fear that power consumed in vain in the 12V-system electrical load connected in parallel with the lead battery would be increased.
  • the present invention has been made to resolve the problems described above, and aims at providing a vehicular power supply system equipped with a two-battery system including a lithium-ion battery and a lead battery, wherein power can be securely supplied to the lead battery without fail even when the lithium-ion battery is disconnected by a relay.
  • a vehicular power supply system comprises: a lead battery; a lithium-ion battery that can be charged and discharged at a voltage higher than the lead battery's voltage; a step-down DC-DC converter that is connected between the lead battery and the lithium-ion battery and whose output voltage is controllable; a generator connected with the step-down DC-DC converter and the lithium-ion battery; a lithium-ion battery SOC detection means for detecting a state of charge of the lithium-ion battery; a relay for the lithium-ion battery by which the lithium-ion battery is connected to and disconnected from the generator and the step-down DC-DC converter; and a control means, based on the state of charge of the lithium-ion battery, for taking control of switching on and off the relay for the lithium-ion battery.
  • the lithium-ion battery can be connected to the power supply system or disconnect from the same depending on the state of charge of the battery; therefore the lithium-ion battery can be prevented from deteriorating and used safely.
  • FIG. 1 is a block diagram showing the configuration of a vehicular power supply system according to Embodiment 1 of the present invention
  • FIG. 2 is an explanatory diagram showing an example of relations between alternator rotation speed and output power with respect to different generation voltages
  • FIG. 3 is a flowchart showing a routine of deceleration regeneration control according to Embodiment 1 of the invention.
  • FIG. 4 is a flowchart showing a routine of lead battery charging control according to Embodiment 1 of the invention.
  • FIG. 5 is a flowchart showing a routine of generation control at low and high temperatures of a lithium-ion battery according to Embodiment 1 of the invention.
  • FIG. 6 is a flowchart showing a routine of generation control at low alternator rotation speed according to Embodiment 1 of the invention.
  • FIG. 7 is a flowchart showing a sequence of taking on/off control of a relay for a lithium-ion battery according to Embodiment 1 of the invention.
  • FIG. 1 is a block diagram showing the configuration of a vehicular power supply system according to Embodiment 1 of the present invention.
  • the present power supply system includes a combination of a lead battery 9 (nominal voltage 12 V) with a lithium-ion battery 5 having a voltage higher than that voltage (for example, nominal voltage 18.5 V with five cells connected in series), and a step-down DC-DC converter 3 is interposed between those batteries in order to compensate the voltage difference between them.
  • a lead battery 9 nominal voltage 12 V
  • a lithium-ion battery 5 having a voltage higher than that voltage (for example, nominal voltage 18.5 V with five cells connected in series)
  • a step-down DC-DC converter 3 is interposed between those batteries in order to compensate the voltage difference between them.
  • the lithium-ion battery 5 excels in energy density and charge acceptability; however on the other hand, the battery is weak in overcharge and overdischarge and also has a fear of catching fire; therefore various protection circuits are required in order to safely make use of the battery.
  • the temperature thereof the battery can be generally used from ⁇ 20° C. to 60° C.; however from the point of view of safety in use, the battery is required not to be charged below 0° C. nor charged and discharged above 50° C.
  • the step-down DC-DC converter 3 is a DC-to-DC voltage converter whose output voltage is lower than the input voltage and a chopper-type converter equipped with a microcomputer.
  • the step-down DC-DC converter 3 is connected with a battery ECU (electrical control unit) through a LIN (local interconnect network), for example; the step-down DC-DC converter 3 operates following instructions from the battery ECU 1 .
  • the battery ECU 1 issues the instructions to the step-down DC-DC converter 3 , can operate and stop the converter 3 , and can also change a target output voltage therefor so as to control the output voltage.
  • the battery ECU 1 is a microcomputer including a CPU, a RAM, a ROM and an input/output unit. Based on information from a lithium-ion battery voltage detection means 6 for detecting the voltage of the lithium-ion battery 5 , a temperature sensor 7 for detecting the temperature of the battery 5 and a lithium-ion battery SOC detection means 8 for detecting a SOC (state of charge) of the battery 5 , the battery ECU monitors the lithium-ion battery 5 and takes control of charging and discharging the battery so that the lithium-ion battery 5 will not be overcharged nor overdischarged.
  • the battery ECU takes control of charging and discharging the battery so that the lead battery 9 is neither overcharged nor discharged.
  • the lithium-ion battery SOC detection means 8 and the lead battery SOC detection means 12 include lithium-ion battery and lead battery charging/discharging detection means for detecting a charging/discharging current to/from the lithium-ion battery 5 and the lead battery 9 , respectively, and a state-of-charge detection means for detecting, based on an integrated value of each detected charging/discharging current, the state of charge of each of the lithium-ion battery 5 and the lead battery 9 , and compute using a current integration method values normalized by the following equation: ⁇ charging/discharging current(A) ⁇ sampling time(s)/battery capacity(As).
  • An engine ECU 13 is also configured with a microcomputer including a CPU, a RAM, a ROM and an input/output unit.
  • the engine ECU 13 and the battery ECU 1 are connected with each other through a CAN (controller area network), for example, and communicate information on such as the temperature and state of charge of the lithium-ion battery 5 .
  • the engine ECU 13 takes control of generation power by an alternator 2 , based on a deceleration state of the engine (not shown in the figure) and the temperature and state of charge of the lithium-ion battery 5 so that the lithium-ion battery 5 is neither overcharged nor overdischarged.
  • the alternator 2 is a generator that is connected with the engine output shaft by a belt and capable of generating a voltage of 14 to 21 V, and whose rotor field current is controlled by a field duty signal from the engine ECU 13 , so that its production current can be properly controlled.
  • the generator generates the voltage by making use of an induction voltage induced in the stator thereof with the rotor rotating; therefore the higher the generation voltage, the higher the rotation speed to start outputting the generated power.
  • FIG. 2 shows an example of the output characteristics when the alternator 2 outputs voltages of 18.5 V and 14.0 V.
  • a relay 4 for the lithium-ion battery is connected between the alternator 2 and the lithium-ion battery 5 .
  • the relay 4 is a relay using a coil or a semiconductor element, which is switched on (connected) by a drive signal from the battery ECU 1 .
  • An electrical load 10 includes headlamps and wipers, which are, from the point of view of cost and life restrictions, connected to a 12V system including the lead battery 9 .
  • LIB denotes the lithium-ion battery 5 ; ALT, the alternator 2 ; and LIB relay, the relay 4 for the lithium-ion battery.
  • Control routines shown in FIG. 3 to FIG. 7 are part of control routines executed in the engine ECU 13 ; in the main routine of the engine ECU 13 , computation for controlling not only the amount of fuel injection into the engine and ignition timing but also accessories such as the alternator 2 is carried out.
  • FIG. 3 shows a routine of deceleration regeneration control, which serves as a flowchart for taking control of operating the alternator 2 when the vehicle is in deceleration.
  • a deceleration regeneration mode is defined such that the vehicle driver releases the acceleration pedal as the vehicle exceeding a predetermined speed and the vehicle comes into a fuel-cut control state.
  • Step S 102 If the vehicle is in the deceleration regeneration mode in Step S 101 , Step S 102 ensues, the step-down DC-DC converter 3 is stopped, and all the current produced by the alternator 2 is made to flow into the lithium-ion battery 5 .
  • a target current to be produced by the alternator 2 is computed from target deceleration torque of the vehicle in Step S 103 .
  • the target deceleration torque is looked up and set referring to a table set in advance according to the vehicle speed.
  • the target deceleration torque is switched over in response to the on/off state of a brake switch for detecting depression of the brake pedal.
  • a larger target deceleration torque value is set compared to that when the pedal is not depressed, so that greater deceleration energy can be regenerated.
  • Step S 104 the amount of current produced by the alternator 2 is feedback-controlled in such a way that a charging current to the lithium-ion battery 5 coincides with the target production current.
  • the output current from the alternator 2 varies with temperature even if the same field duty cycle is given; the output current is likely to increase in a low-temperature state. Therefore, when the output current is open-loop-controlled, an overcurrent would flow into the lithium-ion battery 5 , thereby raising a fear of accelerating deterioration of the lithium-ion battery 5 .
  • the step-down DC-DC converter 3 is turned off so as to create a state in which the produced current by the alternator 2 is equal to the charging current to the lithium-ion battery 5 , and making use of a current sensor provided in the lithium-ion battery 5 , the production current by the alternator 2 is controlled accurately.
  • Taking control as described above can prevent the overcurrent from flowing into the lithium-ion battery 5 and also prevent the lithium-ion battery from being overcharged even when the electrical load is abruptly changed and the temperature of the alternator 2 fluctuates, so that deterioration of the lithium-ion battery 5 can be suppressed.
  • Step S 201 if the voltage of the lithium-ion battery 5 is higher than a predetermined voltage and the SOC of the battery is greater than a predetermined value, the lithium-ion battery 5 is allowed to be discharged.
  • Step S 202 If the lithium-ion battery 5 is in a dischargeable state, whether or not to charge the lead battery 9 is determined based on the SOC of the battery 9 in Step S 202 . If the SOC of the lead battery 9 is less than a predetermined value, that is, if the lead battery is not fully charged, Step S 203 ensues, the target output voltage of the step-down DC-DC converter 3 is set to a charging voltage of the lead battery, for example, 14.5 V, and then the step-down DC-DC converter 3 is activated to charge the lead battery 9 .
  • the target output voltage of the step-down DC-DC converter 3 is lowered and set to a voltage of, for example, 12.8 V at which the lead battery 9 is neither discharged nor charged, whereby power supplied to the electrical load 10 in vain is reduced and the power stored in the lithium-ion battery 5 is effectively made use of.
  • Controlling as described above can further enhance gas mileage in addition to that enhanced by the foregoing regeneration.
  • Step S 206 ensues and then the step-down DC-DC converter 3 is stopped.
  • control routine under the normal conditions, to make use of the lithium-ion battery 5 for the deceleration regeneration.
  • the lithium-ion battery 5 is charged at a low temperature, for example, lower than 0° C. or the battery is charged and discharged at a high temperature, for example, higher than 60° C., its deterioration is significantly accelerated. If this happens, using the lithium-ion battery 5 needs to be stopped, and power generated by the alternator 2 needs to be directly supplied to the lead battery 9 or the electrical load 10 by way of the step-down DC-DC converter 3 .
  • Step S 301 if the temperature of the lithium-ion battery 5 is lower than a predetermined value or higher than another predetermined value, Step S 302 ensues in order to stop using the lithium-ion battery 5 .
  • Step S 302 the relay 4 for the lithium-ion battery is switched off, so as to disconnect the lithium-ion battery 5 from the power supply system. The details of control sequence of switching on and off the relay 4 for the lithium-ion battery will be described later referring to FIG. 7 .
  • Step S 303 a duty cycle of driving the step-down DC-DC converter 3 is increased to 100%, that is, the converter is brought into a directly-connected state.
  • the alternator 2 is configured in such a way that when starting generation, power is supplied from a battery connected thereto so as to produce a field current necessary for the generation, and after the generation is enabled, the field current is produced using the power generated by itself.
  • the alternator 2 needs to be temporarily supplied with power from the lead battery 9 when starting the generation; therefore, the alternator 2 cannot start the generation unless the step-down DC-DC converter 3 is directly connected thereto at the beginning.
  • Step S 304 the alternator 2 is controlled, in the state of the step-down DC-DC converter being directly connected, in such a way that the voltage to the lead battery 9 and the electrical load 10 becomes 14.5 V.
  • the lead battery 9 and the electrical load 10 can be stably supplied with power even when the lithium-ion battery 5 is disconnected from the power supply system.
  • Step S 502 ensues and then the alternator 2 and the step-down DC-DC converter 3 are stopped.
  • Step S 503 a current flowing into the lithium-ion battery 5 is checked in Step S 503 . If the current flowing into the lithium-ion battery becomes lower than a predetermined value, Step S 504 ensues and then the relay 4 for the lithium-ion battery is switched over between the on and off states.
  • the relay 4 can be switched over between the on and off states after the current flowing into the relay 4 is detected having decreased to nearly zero, whereby deterioration of the relay 4 can be prevented.
  • the relay since specifications required for the relay 4 can be eased, the relay can be reduced in cost as well as size.
  • the generation voltage by the alternator 2 coincides with the voltage of the lithium-ion battery 5 ; therefore the generation voltage comes close to 18.5 V when the battery is made up of five cells, for example.
  • the higher the generation voltage the higher the rotation speed at which the alternator 2 starts outputting power; therefore the alternator 2 cannot generate a voltage as high as 18.5 V at a low engine rotation speed such as that in idling, and as a result, the lithium-ion battery 5 cannot be charged.
  • Step S 402 ensues when idling, as shown in FIG. 6 , and then determination is made as to whether or not the lithium-ion battery 5 can be discharged, that is, whether or not the battery is fully charged. If the battery is in an undischargeable state, Step S 403 ensues and the relay 4 for the lithium-ion battery is switched off following the sequence in FIG. 7 . And then, the step-down DC-DC converter 3 is brought into the directly-connected state, the alternator 2 is activated, and the power generated by the alternator 2 is supplied to the lead battery 9 and the electrical load 10 by way of the converter 3 .
  • the lead battery 9 can be prevented from becoming not fully charged even when idling continues, so that the lead battery 9 and the electrical load 10 can be stably supplied with power.
  • Step S 402 if the SOC of the lithium-ion battery 5 is great enough even in idling and the battery is in the dischargeable state, the relay 4 for the lithium-ion battery remains switched on and the lithium-ion battery 5 charges the lead battery 9 by way of the step-down DC-DC converter 3 .

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Control Of Charge By Means Of Generators (AREA)
  • Secondary Cells (AREA)
US13/181,942 2011-04-19 2011-07-13 Vehicular power supply system Active 2033-04-07 US9018894B2 (en)

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JP2011092983A JP5307847B2 (ja) 2011-04-19 2011-04-19 車両用電源システム
JP2011-092983 2011-04-19

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DE102011084777B4 (de) 2016-04-28
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JP2012228051A (ja) 2012-11-15
US20120268058A1 (en) 2012-10-25

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